Automatic switch and signal mechanism.



0. M. HURST. AUTOMATIC SWITCH AND SIGNAL MECHANISM. 111 2110111011r1121) 11111.5, 190s. nmwnwnn r1112. 20, 1911.

Patented Apr. 18, 1911.

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I 0. M. HURST. AUTOMATIC SWITCH AND SIGNAL MECHANISM. APPLICATION TILEDMAR. 5, 1906. RENEWED FEB. 20,1911. 989,977, Patented Apr. 18, 1911.

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APPLICATION TILED 11111.5, 190s. RENEWED r1113. 20. 1911.

989,977. Patented Apr. 18, 1911.

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G. M. HURST. AUTOMATIC swnon AND SIGNAL MECHANISM. APPLIOATION FILEDMAILS, 1906. RENEWED FEB. 20, 1911. 989,977, Patented Apr. 18, 1911.

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CHARLES M. HURS'I,

on RAWLINS,

WYOMING.

AUTOMATIC SWITCH AND SIGNAL MECHANISM.

Specification of Letters Patent.

Patented Apr. 18, 1911.

Application filed March 5, 1906, Serial No. 304,314. Renewed February20, 1911. Serial No. 609,787.

To all whom it may concern:

Be it known that I, CHARLES M. Hnnsr, a citizen of the United States,and resident of Rawlins, county of Carbon, and State of Wyoming, haveinvented certain new and useful Improvements in Automatic Switch andSignal Mechanism, of which the following is a specification, and whichare illustrated in the accompanying drawings, forming a part thereof.

The invention relates to mechanism for operating and controlling railwayswitches and signals from moving trains; and has for its object toprovide complete means for automatically effecting all of the requiredmovements of a single switch and its signal, or a system of relatedswitches and signals, and for locking a switch against movement whilethe switch itself, or a portion of the track to which it leads, is bemgused by a train.

The invention contemplates the use of trip aprons of ordinaryconstruction and adapted to be engaged by an appurtenance of a movingtrain, and of improved mechanism actuatech by these trip aprons forchanging switches and signals, for locking a switch being used by atrain, so that it cannot be changed, and for preventing the changing ofswitches leading to a track which is being used by one train so thatanother train cannot enter the same track.

An embodiment of the invention in its preferred form comprises both,trip aprons placed close to the track rails and adapted to beautomatically engaged, by a portion of a wheel of a train approachingthe switch which it is desired to operate, for changin the switch to theposition usually required by trains moving in the direction of the trainin question,'and also trip aprons so placed upon the railway track as tobe engaged, only at the will of the engineer of a tram, by a suitablecontact shoe, carried by the train, for effecting other changes of theswitch or related switches. Preferably, also, the mechanism for lockingswitches against movement is controlled by trip aprons adapted to beautomatically operated by a moving train.

A feature of the invention provides means for releasing the mechanismactuated by those trip aprons which are adapted to be automaticallyengaged by the wheels of a train for changing a switch after theintended movement of the switch and its signal have been effected, sothat if desired a further change of the switch and signal may then bemade by means of one of'those trip aprons which are adapted to beengaged by a contact shoe only at the will of the engi neer, althoughsome of the wheels of the train may still be engaged with the first tripapron. Moreover, as it is desirable that it shall not be necessary toplace any of the trip aprons as far from the switches which they are tooperate as the length of many of the trains which will use theseswitches, it is important that those trip aprons which are automaticallyengaged by the wheels of a train to change a switch shall not operatewhen engaged by the forward wheels of a train coming off of the switch;and a further feature of the invention provides means operated by thewheels of a train using the switch for releasing the mechanism actuatedby those automatic trip aprons intended to so change the switch.

The invention consists in a system of mechanisms for operating andcontrolling switches and signals, and in its various 7 arts andcombinations of parts, as exemp ified in the structure to be hereinafterdescribed and illustrated in the accompanying drawings, in which-Figures 1 and 1 are a plan View of a detail of a railway track showingthe invention applied to a point switch uniting a siding and a main linetrack; Fig. 2 is a plan view of a detail of the mechanism shown in Fig.1, drawn to a larger scale, some of the parts being omitted; Fig. 3 is adetail end elevation of the mechanism shown in Fig. 2; Figs. 4 and 5 aresectional views on the lines 4-4 and 5-5, respectively, of Fig. 1; Fig.6 is a plan view, drawn to a larger scale, of some of the parts shown inFig. 1; Fig. 7 is a detail side elevation of the part shown in Fig. 6;Fig. 8 is a perspective view of a detail of the mechanism separated fromother parts; Fig. 9 is a plan view of a detail of a railway trackshowing the application of the invention to a stub rail switch; Fig. 10is a sectional view on the line 1010 of Fig. 9; Fig. 11 is similar toFig. 10 but showing a diiferent position of the parts; Fig. 12

is a bottom plan view of some of the parts shown in Fig. 2; and Fig. 13is a plan View of a detail of a railway track illustrating theapplication ofthe invention to two or more related switches and signals,and shows two main line tracks united by a siding meeting each in aswitch.

.In Figs. 1 to 8 inclusive of the drawings the rails of a main linetrack are shown at 25, and those of a siding at 26, these two tracksmeeting in a switch 27. The usual target signal is represented at 28,and the hand operating lever at 29, the latter being connected in themanner to be hereinafter described with the customary bridle bar 30, towhich the movable rails 31, 32, of the switch are secured. A trip apronfor closing the switch is provided on the main line track at each sideof the switch and, as shown, is placed close to the rails of the track,as indicated at 33 and 34, so as to be automatically engaged by thewheels of a train approaching the switch from either direction, and atrip apron, preferably of similar form, for opening the switch is placedclose to one of the rails of the siding and near the switch, asindicated at These aprons provide means for automatically closing theswitch to accommodate a train moving on the main line track in eltherdirection and for openlng the switch to accommodate a train coming outof the siding. Preferably, also, a trip apron adapted to be engaged by asuitable contact shoe of a passing train at the will of the engineer ofthe train is placed on the main line track at either side of the switch,as indicated at 36 and 37 for changing the switch, and a similar apron38, for closing the switch, is placed on the siding, to enable theengineer of a train approaching the switch on the main line track toopen it so that his train will enter the siding, and after his train haspassed on to the siding to then close the switch in order that afollowing train will keep to the main line track, and to enable theengineer of a train passing the switch on the main line track to openthe switch after him so that a following train will take the siding.

A pair of trip aprons 39,40, preferably of the form designed to beautomatically engaged by the wheels of a train using the switch, areplaced close to the rails of the main line track and of the siding atthe switch, and are adapted, as will hereinafter appear, to lock themovable rails of the switch against movement while it is being used by atrain, and to release the mechanism actuated by those trip aprons forchanging the switch, so that, if any one of them should be engaged whilethe, movable rails of the switch are locked in position, no part of themechanism will be injured. The trip aprons 33 to 40 may be of any of theforms heretofore employed in devices of this kind,

but will preferably comprise an inclined operating bar 41, pivotallyunited, as at 42, to an appurtenance of the railway track so as to swingin a vertical plane and having its free end united by a link 43 to thecrank arm 44 of a crank shaft 45 extending substantially transverse tothe track and beneath its rails. As shown each of these trip apronscomprises two such inclined bars so disposed that the apron may beoperated by a train moving in either direction, and in some instancesthe length of the apron is increased to provide for its being always inengagement with some of the wheels of a train passing over it, by theinterposition of a link 46 between the bars 41 and uniting their freeends. For this form of trip apron there is preferably provided aplurality of crank shafts, as 45 and 45 and the construction of theapron is not herein more fully described, as it is made the subject ofanother application for patent filed concurrently herewith.

The mechanism actuated by the several trip aprons and by the hand lever29 for controlling the switch 27 and signal 28 is generally designated47. It is operatively con nected to the trip aprons 33 to 40 by means oftension rods48, 49, 50, 51, 52, 53, and 54,each of which leads from thecrank shaft 45 or 45 of one of the aprons to a movable part of themechanism. This mechanism 47 is mounted in an oblong rectangular framecomprising upper and lower side and end rails 55, united by posts 56 andfirmly secured, in a convenient position adjacent the switch, to the bedof the track. It includes a pair of oppositely movable reciprocableparallel bars 57, 58, one of which, as 58, is connected by a link 59 tothe bridle bar 30 of the switch, and the other, 57 by a link 60 to thehand-operating lever 29, so that if desired the switch may be manuallychanged at any time by an attendant, in the manner heretoforeuniversally employed. The bar 57 is pivotally attached at 61, 62, to thefree end of one arm of each of two bell-crank levers 63, 64, mounted ona cross-piece 65 of the frame of the mechanism 47 The other arms of thebell-crank levers 63, 64, are oppositely directed and as shown eXtendtoward each other, and each carries at its end an upwardly directedhook-engaging stud 66, 67. The bar 58 is carried by a pair of links 68,69, mounted on the cross-piece 65, and each extending beyond its pivotalsupport, as indicated at 70, 71, into the path of a pin 72, 73, carriedby the bar 57. These pins are adapted to engage the side edges of theextended portions of the links 68, 69, to shift the bar 58 when the bar57 is operated, the projecting ends 70, 71, of the links being of suchlength that as the limit of movement in either direction is reached oneof the pins rides over the end of the corresponding link and engages asocket 74 formed in the end of such link, thereby serving as a stop toprevent the reverse movement of the bar 58 being affected by means offorce applied to the bar or to either of the links.

That part of the mechanism 47 which may be actuated by either of thetrip aprons 33, or 34, for closing the switch, includes a hook 75,slidably mounted in the frame of the mechanism 47 adjacent the bar 57,and a lug 76 extending from the bar 57 normally into the path of thishook. This hook, as shown, is reciprocated to shift the bar 57 andoperate the switch by means of a cross-head 77, to which it is mostconveniently connected by links 78 and 79 and a-bell-crank lever 80,motion being imparted to the cross-head to advance the hook by means ofthe tension rods 48, 49, leading from the trip aprons 33, 34,respectively, and each being provided with a suitable head 81 bearing onthe crosshead. A spring 82, reacting between the cross-head 77 and astop 83 rigidly fixed to the bed of the track, serves to return the hookwhen the trip aprons 33, 34 have been released. In order, however, thatthe switch may be opened by means of the trip aprons 36 or 37 while thetrip aprons 33 or 34 are still depressed by some of the wheels of atrain, and in order that the apron 33 will not operate to close theswitch when it is engaged by the forward wheels of a train coming out ofthe siding before the last wheels of the train have passed over theswitch, means designed to be operated when the hook reaches the limit ofits advance movement, or when the wheels of a train are engaged with thetrip aprons 39, 40, at the switch, are provided for raising the hook 75out of engagement with the lug 76 of the bar 57. As shown this mechanismtakes the form of a rock shaft 84 journaled, as indicated at 85, in theframe of the mechanism 47 and having an arm 86 bearing against the underface of the hook 75 (Fig. 3). For turning this rock shaft to raise thehook when it has reached the limit of its advance movement, there areprovided a stud 87, carried by the hook, and a contact-piece 88 risingfrom the rock shaft into the path of the stud. For turning the rockshaft to raise the hook out of engagement with the stud 76, to preventthe trip apron 33 from operating to close the switch when the wheels ofa train are passing over it, the tension rod 54 leading from thecrank-shaft 45 of the tripaprons 39, 40, which, as shown, are depressedby the wheels of a train using the switch, is connected to a crank arm89 of the rock shaft 84, as indicated at 90. This connection preferablytakes the pin and slot form shown, so that while it serves to turn therock shaft to raise the hook 75 whenever the tension rod 54 is strained,it will not interfere with the turning of the rock shaft effected bymeans of the engagement of the stud 87 with the contact-piece 88 whenthe hook reaches the limit of its advance movement and the tension rodis unstrained.

That part of the mechanism 47 adapted to be actuated by means of thetrip aprons 36, 37 or 38, which, as previously described, are preferablyso placed upon the track as to be engaged by a passing train, forchanging the switch, only at the will of the engineer of the train,includes a cross-head or shipper arm 91, having hooks 92, 93 (Fig. 8)for engaging the studs 66, 67, which rise from the bell-crank levers 63,64, provided for shifting the bar 57. A shank 94, having a universaljoint 95, so as to be flexible in both horizontal and vertical planes,leads from the cross-head 91 and is slidably mounted in the frame of themechanism 47, motion being imparted to the shank to advance thecross-head whenever one of the trip aprons 36, 37, 38 is engaged by apassing train, by means of one of the tension rods 51, 52, which leadfrom the crank shafts 45 of these trip aprons, and each of which isprovided with a suitable head 96 for engaging a shoulder of the shank. Aspring 97 reacting between the end of the shank 94 and a stop 98, fixedin position on the bed of the track, is provided for returning thecross-head 91 when the trip apron 36, 37 or 38, which effected itsadvance, has been released.

That part of the mechanism 47 provided for opening the switch when atrain approaching it from the siding engages the trip apron 35, includesa-hook 99, slidably mounted in the frame ofthe mechanism 47 and movablein the path of the stud 66 (Fig. 12) projecting from the inner end ofthe bell-crank lever 63 provided for shifting the operating bar'57, thetension rod 50 leading from the crank shaft 45 of the trip apron beingpositively connected by means of a lever 101 with the rear end of thehook 99. A spring 102, reacting between the end of the shank of the hook99 and the stop 98, is provided for returning the hook when the tripapron 35 has been released.

For locking the switch in position so that it cannot be changed while itis being used by a train, there is provided a hooked member 103, mostclearly shown in Fig. 12, hav ing hooks 104, 105, and adapted to bemoved, when either of the trip aprons 39, 40, is depressed, into thepath of movement of one of the studs 66, 67, projecting from thebell-crank levers 63, 64. This hooked member is pivotally united at 107to a shank 106, slidably mounted in the frame of the mechanism 47 andwhich is in turn connected to the tension rod 53 which leads from thecrank shaft 45 of the trip aprons 39, 40. This device is adapted to lockthe switch in either the open or closed position, and to this end thehooked member 103 is moved from side to side, turning about the pivot107, in order to be in position to engage one of the studs 66, 67 forthis purpose when it is advanced by the straining of the tension rod 53as the bars 57 and 58 are reciprocated, by means of a lever 108, pivotedat 109 to the frame of the mechanism 47, and having a pin and slotengagement 110 and 111 (Fig. 12) with the crosshead and the bar 58,respectively.

For moving the cross-head 91 to prevent its hooks 92, 93, from engagingwith the studs 66, 67, of the bell-crank levers '63, 64, when the switchis locked in position, as just described, so that, if any one of thetrip aprons 36, 37 or 38 should then be operated, no part of themechanism would be in.- jured, there is provided a cam 112, Fig. 7,mounted on an extended portion of the shank 106 of the hooked member103, which raises the cross-head 91 to the dotted lines position of Fig.7 whenever the parts for locking the switch in position have beenadvanced by the depression of the trip aprons 39, 40. Preferably, forengaging this cam there is provided a roller 113, mounted on the forwardend of the cross-head 91, and to support the cross-head in its elevatedposition, should it be accidentally advanced from. any cause, there isprovided a slideway, comprising, as shown, a pin 115, carried by a yoke116, rising from the frame of the mechanism 47 and adapted to engage anapertured lug 114 rising from the cross head.

In use the operation of the device embodying the invention andillustrated in Figs. 1 to 8, inclusive, and in Fig. 12 of the drawings,is as follows :-A train approaching the switch 27 on the rails 25 of themain line track, from the left as viewed in Figs. 1 and 1*, willautomatically engage the trip apron 33 to close the switch so that thetrain will keep to the main line track. As shown, this is effected bythe rims of the wheels of the train riding onto the inclined members 41of the trip apron 33, depressing it and turning its rock shaft 45 so asto draw on the tension rod 48 which in turn, through the medium of thecross-head 77, the links 78 and 79 and the bell-crank lever 80, drawsupon the hook 75, shifting the reciprocable bars 57 and 58, to thelatter of which the bridle bar 30 of the switch is oined by means of thelink 59. If, however, the switch had already been closed, the hook wouldmove without engaging the lug 7 6 of the reciprocable bar 57, as mostclearly shown in Fig. 3, and would not therefore change the switch.l/Vhen the trip apron is completely depressed and the switch closedthereby, the hook 75 will be raised out of engagement with the lug 76 topermit the switch to be immediately opened, if desired, by means of therock shaft 84 which is turned by the engagement of the lug 87 (Fig. 2),carried by the hook, with the contact-piece 88. Preferably the tripapron 33 is made of such length, by the interposition of a link 46between the inclined bars 41, that it will always be en-V gaged by awheel of the train and will remain depressed so long as a train ispassing over it. If then, the engineer wishes his train to take thesiding he will adjust the trip shoe (not shown) of the train to engagebe returned by means of the spring 97. In

view of the connection between the bellcrank levers 63, 64, and thereciprocable bar 57 as the cross-head 91 advances one of the studs 66,67, the other is moved back into positions to be advanced by the nextforward movement of the cross-head and therefore the switch may beeither opened or closed by the advance of this cross-head, dependingentirely on which position it occupies just before the cross-head ismoved. But, whenever the cross-head 91 is advanced by the operation ofthe trip apron 36 from a train moving toward the switch, the switch willjust previously have been closed by the operation of the automatic tripapron 33, and its movement then will be to open the switch. The returnmovement of the crosshead 91 is guided to cause it to occupy a centralposition when returned and engage at its next advance that one of thestuds 66, 67, which is then in a retracted position, by means of curvedplates 117, 118, mounted in the frame of the mechanism 47, and thecross-head, when it is returned by the spring 97, aft-er advancing oneof the studs 66, 67

rides over the other stud by reason of the inclined rearward face 119(Fig. 7) of the crosshead which engages the stud by a cam action toraise the cross-head, flexing the universal joint 95. Preferably this action is facilitated by providing each of the studs 66, 67 with aninclined cam-engaging face, as indicated at 119 The studs 66, 67 movethrough an arc, the cross-head accommodating itself to the path of thestud with which it is engaged by reason of the universal joint 95, andthe parts are so proportioned that as the cross-head advances with oneof the studs the other stud, in its return movement, traverses a channel120 (Fig. 8) formed in the under face of the ing the hooked member 103(Fig. 12).

cross-head between the hooks 92, 93. When, however, the train crossesthe switch, whether it takes the siding or keeps to the main line track,its wheels will engage and depress, in the manner previously described,the trip aprons 39, 40, turning the crank shafts (of which two, 45 and45 are shown, each being operated by both of these aprons), drawing onthe tension rod 53 and advanc- This member is moved from side to side,whenever the switch is changed, by means of the lever 108, operativelyconnecting the hooked member with the reeiprocablc bar 58, and

15 at each change of the switch is moved to the proper position toengage, when it is advanced, that one of the studs 66, 67, of thebell-crank levers 63, 64, which is in an advanced position. The advanceof the hooked members 103 will not, therefore, change the switch, butlooks one of the bell crank levers 63, 64, in position and prevents theshifting of the bar 57 and the changing of the switch. The trip aprons39, 40, are of such length that they are always engaged by some of thewheels of a train passing over them and the switch is therefore alwayslooked in position whenever it is being crossed by a train. Moreover,when the trip aprons 39, 40, are

depressed, the crosshead 91 is raised to an 4O switch to the oppositeinoperative position, shown by dotted lines in Fig. 7, by means of thecam 112, carried by the bar 106, to which the hooked member 103 isattached, so that if it should be advanced for any reason while theswitch is locked in position none of the parts of the device would bebroken.

After the train has passed the switch, the englneer may, if he desires,change the osition, by adjusting a trip shoe (not shown carried by thetrain and preferably at its rear, so as to avoid placing the tripaprons, which it is to engage, as great a distance from the switch asthe length of the train, to engage the trip apron 37 if he has kept tothe main line track, or the trip apron 38 if he has taken the siding. Asshown, a single crank shaft 45 is provided for both of these tripaprons, and it operates the switch through the tension rod 52 and thereciprocable cross-head 91, thus changing the switch, as previouslydescribed, to the opposite position from that which it had justpreviously occupied.

lVhen a train approaches the switch, on the main line track, from theright as viewed in Figs. 1 and 1, the switch will be autounaticallyclosed, if it had been open, to prevent the wheels of the train runningthrough the switch the wrong way by the engagement of the wheels of thetrain with the trip apron 34, which operates the mechanism 47 throughthe tension rod 49, in the same manner as the automatic trip apron 3310- cated at the Other side of the switch.

The switch will be automatically opened to accommodate a train comingout of the siding, by the engagement of the wheels of the train with thetrip apron 35, which, when depressed, draws upon the tension rod 50 andthe hook 09 (Fig. (3). This hook, if the switch is closed, operates themechanism 47 to open it by engaging the stud 66 of the bell crank lever(33 to swing it, but if the switch is already open the hook merelyadvances and returns, as the trip apron 35 is depressed and released,without producing any effect upon the mechanism. As the train moves outof the siding the switch is automatically locked in position by theoperation of the trip aprons 39, 40, upon the hook member 103 (Fig. 12),and in order that the trip apron 33 may not operate to close the switchor to cause injury to the mechanism, if it is engaged by the forwardwheels of the train before its last cars have crossed the switch, thehook 75, controlled by the trip apron 33, is raised out of engagementwith the stud 76, reaching into its path from the rcciprocable bar 57,by means of the rock shaft 84 (Fig. 3) which is turned for this purposewhen the trip aprons 39, 40, are depressed by the tension rod 54,leading from the crank shaft 45. As shown, if the trip apron 33 iscompletely depressed before the last wheels of a train coming out of thesiding have passed over the trip aprons 39, 40, the switch will not beautomatically closed by such a train, as the trip apron 33 will remaindepressed for as long as a train is passing over it, being of suflicientlength to be always engaged by some of its wheels. The engineer of atrain coming out of the siding may, however, close the switch after him,by adjusting a trip shoe (not shown) carried at the rear of his train,to engage the trip apron 36, which, operating the mechanism 47 by meansof the cross-head 91, will close the switch when it has been open.

Various modifications of the structure illustrated may be made withoutdeparting from the invention. In Figs. 9, 10 and 11 such a modificationis shown, illustrating the application of the invention to the stub railform of switch. In this instance trip aprons 121, 122, are placed closeto the rails of the track adjacent the switch, and in order to permitthe required movement of the movable rails 123, 124, of the switch, theyare formed in sections, as 125, 126, (Fig. 10) one of the sections, 125,being disposed adjacent a fixed rail of the switch in the usual manner.The remaining section 126 is, however, preferably applied to the side ofa movable rail 123 or 124, of the switch, so as to move with it, theconnection, as shown, being by means of the pivot block 127 firmlysecured to the side of the rail for receiving the end of the apron andthe crank hangers 128 depending from the under face of the rail, inwhich the several crank shafts 45 of the trip apron are 'journaled. Foreach position of the switch the adjacent ends 129, 130, of the twosections 125, 126, of one of the trip aprons 121, 122, are adapted tocontact (Fig. 11), when either section 18 depressed, to cause the othersection to operate at the same time, and for each position of the switchthe section 125 of one of the trip aprons is therefore inoperative.This, however, is of no importance, as both of these trip aprons aredesigned to effect the same movements of the switch-controllingmechanism. A reversing lever 131, pivotally secured to the bed of thetrack at 132, is introduced between the bridle bar 30 of the switch andthe link 59, and with these exceptions the mechanism for controlling andoperating the stub rail form of switch may be identical with thatemployed for the polnt switch, and is not, therefore, further shown ordescribed.

If desired, the devices herein shown may be adapted for controllingother switches than that which is to be used immediately by the trainfrom which it is operated. In Fig. 13 of the drawings the rails 26 ofthe siding are shown as being extended to lead to a second main linetrack, the rails of which are designated 133, and with which the sidingunites at a switch 134. A duplicate of the mechanism 47 and itsappurtenances may be provided at this switch, as indicated at 135, andas shown the crank shaft 45 of the trip apron 33 of the first main linetrack is extended to cross the second main line track and is connectedby a tension rod 136 to the switch 134, preferably through the mechanism 135, so that when the switch 2'7 is automatically closed by a trainapproaching it from the left as viewed in Fig. 13, the switch 134 willalso be automatically closed and a train cannot, therefore, then enterthe siding from the rails 133 of the second main line track nor acollision of trains occur at the switch 27 Moreover, if desired, thetension rod 53, actuated by the trip aprons 39 and 40 for locking themovable rails of the switch 27 in position while the switch is beingused by a train, may be extended to the mechanism 135, as shown, toproduce simultaneously a similar effect upon the switch 134. It will beunderstood, therefore, that by duplicating or extending the mechanismsherein shown, a complete controlling and interlocking system may beprovided for any form of switch or system of related switches.

I claim as my invention 1. In a railway switch mechanism, incombination, a fixed rail, a second rail movable into and out ofregister with the first-named rail, a bridle bar secured to the movablerail, shifting mechanism including a crank arm engaging the bar, a stopmovable into and out of the path of the crank arm, a trip, and

operative connection between the trip and the stop.

2. In a railway switch mechanism, in combination, a switch comprising afixed and a movable rail, a bridle bar attached to the movable rail ofthe switch, shifting mechanism connected with the bar, a stop movableinto and out of the path of a movable part of such mechanism, a crankapron adjacent a rail of the switch, a crank shaft the wrist pin ofwhich is pivotally attached to the crank apron, and a rod or cableleading from a crank arm of the shaft to the stop.

3. In a railway switch mechanism, in combination, a switch, mechanismfor changing the switch, and means adapted tobe controlled by a trainwhile using the switch for moving a part of such mechanism to aninoperative position.

4. In a railway switch mechanism, in combination, a switch comprising afixed and a movable rail, a bridle bar secured to the movable rail ofthe switch, a shipper arm having a hook, means for reciprocating theshipper arm, mechanism including a stud adapted to be engaged by thehook of the shipper arm operatively connected to the bridle bar, andmeans adapted to be controlled by a train using the switch for movingthe shipper arm free from the stud.

5. In a railway switch mechanism, in combination, a switch comprising afixed and a movable rail, a bridle bar secured to the movable rail ofthe switch, a jointed shipper arm having a hook, means for reciprocatingthe shipper arm, mechanism including apair of studs adapted to beengaged alternately by the hook of the shipper arm, operativelyconnected to the bridle bar, and a lifting cam for engaging the shipperarm beyond its joint adapted to be operated by a train using the switch.

6. In a railway switch mechanism, in combination, two rails meeting toform a switch one thereof being movable, a bridle bar se- 1 0 cured tothe movable rail, a shipper arm having a hook, a trip adjacent one ofthe rails and remote from the switch, operative l connection between thetrip and the shipper If arm, mechanism including studs adapted to beengaged by the hook of the shipper arm operatively connected to thebridle bar, and means adapted to be controlled by a train usin theswitch for movin the vshi er arm c free from the stud. b I 7 5:

7. In a railway switch mechanism, in comx bination, a switch comprisinga fixed and a movable rail, a bridle bar secured to the movable rail ofthe switch, a jointed shipper arm having a hook, means for reciprocatingthe shipper arm, mechanism, including a pair of studs adapted to beengaged altera". nately by the hook of the shipper arm, 0 erativelyconnected to the bridle bar, a lifting cam adapted to engage the shipperarm beyond its joint, a trip adjacent a rail of the switch, andoperative connection between the trip and the lifting cam.

8. In a railway switch mechanism, in combination, a switch comprising afixed and a movable rail, a bridle bar secured to the movable rail ofthe switch, a jointed shipper arm having a hook, means for reciprocatingthe shipper arm, mechanism including a stud adapted normally to beengaged by the hook of the shipper arm operatively connected to thebridle bar, an oscillatable lifting cam adapted to engage the shipperarm beyond its joint, means for oscillating the cam, and ways forguiding the movement of the hooked end of the shipper arm as itreciprocates when its joint is flexed by the cam.

9. In a railway switch mechanism, in combination, a switch comprising afixed and a movable rail, a bridle bar secured to the movable rail ofthe switch, a jointed shipper arm having a hook, means for reciprocatingthe shipper arm, mechanism including a stud adapted normally to beengaged by the hook of the shipper arm ope 'atively connected to thebridle bar, an oscillatable lifting cam adapted to engage the shipperarm beyond its joint, means for oscillating the cam, an apertured earrising from the hooked end of the shipper arm, and a pin forming aslideway for the apertured ear as the shipper arm reciprocates when itsjoint is flexed by the cam.

10. In a railway switch mechanism, in combination, a reciprocable bar,two bell crank levers each having one arm pivotally united to the barand having their free arms oppositely directed and substantiallyparallel to the bar when in its mid position, a stud rising from thefree end of each of suchlevers, each of the studs having an inclinedrearward cam face, a flexible shipper arm having a rearwardly direct-edhook and an inclined forward cam face, means for applying a pullingstrain to the shipper arm, a spring opposing such strain, a curved guidelimiting the lateral movement of the shipper arm, a switch comprising afixed rail and a movable rail, and operative connection between themovable rail of the switch and the reciprocable bar.

11. In a railway switch mechanism, in combination, a reciprocable bar,two bell crank levers each having one arm pivotally united to the barand having their free arms directed toward each other and substantiallyparallel to the bar when in its mid position, a stud rising from thefree end of each of such levers, each of the studs having an inclinedrearward cam face, a flexible shipper arm having a pair of rearwardlydirected hooks and an inclined forward cam face, means for applying apulling strain to the shipper arm, a spring opposing such strain,

a curved guide limiting the lateral movement of the shipper arm, aswitch comprising a fixed rail and a movable rail, and operativcconnection between the movable rail of the switch and the reciprocablebar.

12. In a railway switch mechanism, in combination, a switch comprising afixed and a movable rail, two parallel reciprocable bars, operativeconnection between one of the bars and the movable rail of the switch, ashipper lever connected to the other bar, a link pivotally supportedbetween the bars and having one end pivotally attached to the firstdesignated bar, and a pin on the other bar in sliding engagement with anedge of the link and movable beyond the end of the link when the bar isin an extreme position.

13. In a 'ailway switch mechanism, in combmation, a switch comprising afixed and a movable rail, two parallel reciprocable bars, ope *ativcconnection between one of the bars and the movable rail of the switch, ashipper lever connected to the other bar, a link pivotally supportedbetween the bars and having one end pivotally attached to the firstdesignated bar, a pin on the other bar in sliding engagement with anedge of the link and movable beyond the end of the link when the bar isin an extreme position, and a socket on the end of the link to receivethe pin.

14. In a railway switch mechanism, in combination, two rails meeting toform a switch one thereof being movable, a reciprocable bar, operativeconnection between the bar and the movable rail, a bell-crank leverhaving one of its arms pivotally attached to the bar, a stud rising fromthe free arm of the lever, a shipper arm having a hook adapted to engagethe stud, a slide, a stop :arried by the slide and movable into and outof the path of the stud, a trip adjacent one of the rails and remotefrom the switch, operative connection between such trip and the shipperarm, a second trip adjacent the switch, and operative connection betweenthe last-named trip and the slide.

15. In a railway switch mechanism, in combination, two rails meeting toform a switch one thereof being movable, a reciprocable bar, operativeconnection between the bar and the movable rail, a bell-c 'ank leverhaving one of its arms pivotally attached to the bar, a stud rising fromthe free arm of the lever, a jointed shipper arm having a hook adaptedto engage the stud, a slide, a stop carried by the slide and movableinto and out of the path of the stud, a lifting cam carried by theslide, a cam roller on the shipper arm bearing on the cam, a tripadjacent one of the rails and remote from the switch, operativeconnection between such trip and the shipper arm, a second trip adjacentthe switch, and operative connection between the last-named trip and theslide.

16. In a railway switch mechanism, in combination, a switch comprising afixed and a movable rail, a bridle bar secured to the movable rail ofthe switch, a jointed shipper arm having a hook, means for reciprocatingthe shipper arm, mechanism inthe shipper arm beyond its joint, a tripadapted to be engaged by a train using the switch, and operativeconnection. between the trip and the slide.

17 In a railway switch mechanism, in combination, a switch comprising afixed and a movable rail, a bridle bar secured to the movable rail ofthe switch, a shipper arm having a hook, a trip, operative connectionbetween the trip and the shipper arm, mechanism for shifting the bridlebar including a stud adapted to be engaged by the hook of the shipperarm, a slide, a stop pivotally attached to the slide and movable intoand out of the path of the stud, a link having a fixed pivotal support,one end of the link being pivotally united to the bridle bar and theother end of the link having a sliding engagement wit-h the stop, asecond trip, and operative connection between such trip and the slide.

18. In a railway switch mechanism, in combination, a main line track anda siding meeting in a switch, an automatic trip for closing the switch,located on the main line track in front of the switch, and anon-automatic trip for opening the switch located on the main line trackbetween the firstmentioned trip and the switch.

19. In a railway switch mechanism, in combination, a main line track anda siding meeting in a switch, mechanism for closing the switchcontrolled by an automatic trip located 011 the main line track in frontof the switch, and comprising a reciprocable bar having a stud, ashipper arm having a hook normally engaging the stud, and means actingat the end of the stroke of the shipper arm for disengaging the hookfrom the stud, and a non-automatic trip for opening the switch locatedon the main line track between the automatic trip and the switch.

20. In a railway switch mechanism, in combination, a main line track anda siding meeting in a switch having a movable rail, an automatic triplocated on the main line track in front of the switch, a reciprocablebar having a stud, operative connection between the bar and the movablerail of the switch, a jointed shipper arm having a hook normallyengaging the stud, operative connect-ion between the shipper arm and thetrip, a lug on the shipper arm, a rocker arm bearing on the shipper armbeyond its joint and having a shoulder in the path of the lug, and anon-automatic trip for chang ing the switch located on the main linetrack between the automatic trip and the switch.

21. In a railway switch mechanism, in combination, a main line track anda siding meeting in a switch, an automatic trip for closing the switchlocated on the main line track behind the switch, and a non-automatictrip for closing the switch located on the main line track behind theswitch and beyond the first-mentioned trip.

22. In a railway switch mechanism, in combination, a main line track anda siding meeting in a switch, mechanism for closing the switch,controlled by an automatic trip located on the main line track behindthe switch, and comprising a reciprocable bar having a stud, a shipperarm having a hook normally engaging the stud, and means acting at theend of the stroke of the shipper arm for disengaging the hook from thestud, and a non-automatic trip for opening the switch located on themain line track behind the switch and beyond the automatic trip.

23. In a railway switch mechanism, in combination, a main line track anda siding meeting in a switch, an automatic trip for closing the switchlocated on the main line track at each side of the switch, an automatictrip on the siding for opening the switch, a non-automatic trip foropening the switch located on the main line track in front of the switchand between one of the automatic trips and the switch, a non-automatictrip for opening the switch located on the main line track beyond theswitch and beyond the automatic trips for closing the switch, and anon-automatic trip for closing the switch located on the siding beyondthe automatic trip for opening the switch.

2 In a railway switch mechanism, in combination, two main line tracks, asiding meeting each of such tracks in a switch, means for locking eachof the switches in a definite position, and a trip engageable by apassing train for simultaneously controlling both of the locking means.

25. In a railway switch mechanism, in combination, two main line tracks,a siding meeting each of such tracks in a switch, an automatic triplocated on one of the main line tracks in front of the switch on thattrack for simultaneously closing both of the switches, and anon-automatic trip located on the same main line track between theautomatic trip and the switch for simultaneously opening both of theswitches.

26. In a railway switch mechanism in combination, a main line track anda siding meeting in a switch, mechanism for closing the switch, anautomatic trip located on the main line track in front of the switch,operative connection between the trip and the switch-closing mechanism,and a second trip adapted to be automatically engaged by a train comingout of the switch for releasing the connection.

27. In a railway switch mechanism, in combination, a main line track anda siding meeting in a switch having a movable rail, an automatic triplocated on the main line track in front of the switch, a reciprocablebar having a stud, operative connection between the bar and the movablerail of the switch, a jointed shipper arm having a hook normallyengaging the stud, operative connection between the shipper arm and thetrip, a rocker arm bearlng on the shlpper arm beyond its ]01l1l3, and asecond trip adapted to be automatlcally engaged by a train comlng out ofthe switch 101' swinglng the rocker arm.

CHARLES M. HURST.

Vitn esses:

J. W. LANE, J. A. S'rnownmnon, J1".

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. C.

